Power transmission unit

ABSTRACT

After an engine starts, a rotation speed of the engine is fed back to a target rotation speed that is defined in response to requested power for the engine. In addition, by operating a gear ratio of a CVT, a rotation speed of an output side of a one-way bearing is fed back to the target rotation speed.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.13/473,875, filed May 17, 2012, now allowed, which claims priority toJapanese Patent Application No. 2011-120408, filed May 30, 2011, each ofwhich is incorporated herein by reference.

TECHNICAL FIELD

The present disclosure relates to a power transmission unit havingmultiple power split rotors which rotate in conjunction with each otherto split power among a rotary electric apparatus, an internal combustionengine, and drive wheels.

BACKGROUND

[Patent document 1] JP 2010-285140 A (US 2010/0120579 A1)

For instance, Patent document 1 proposes such a power transmission unitwhich uses one of rotors forming a planetary gear mechanism as a startrotor to apply a start rotational force to an internal combustionengine, and further uses another of the rotors as a transmission rotorwhich is supplied with power of the internal combustion engine. Indetail, a one-way bearing is provided between the internal combustionengine and the transmission rotor. Thereby, after start of the internalcombustion engine, a rotation speed of the internal combustion engineincreases, thereby transmitting power to the transmission rotor via theone-way bearing. As a result, the start of power supply by the internalcombustion engine may be controlled simply.

By the way, the inventors have found that in cases where (i) an internalcombustion engine is started, (ii) a rotation speed of an internalcombustion engine is being controlled so as to follow a rotation speedof a transmission rotor, and (iii) the rotation speed of thetransmission rotor changes, a one-way bearing may be engaged suddenly tothereby cause a shock in a power transmission unit. Further, theinventors have found that, in cases where (i) a rotational force of astart rotor is applied to an internal combustion engine, and then (ii)combustion control of the internal combustion engine is started, arotation speed of the internal combustion engine increases suddenly anda one-way bearing is engaged suddenly, which may cause a shock in apower transmission unit. Yet further, the inventors have found thatafter the start of the internal combustion engine, a time taken byengagement of the one-way bearing becomes long depending on a drivecondition, thus possibly degrading acceleration.

SUMMARY

It is an object of the present disclosure to provide a new powertransmission unit having multiple power split rotors that rotate inconjunction with each other so as to split power among a rotary electricapparatus, an internal combustion engine, and drive wheels.

To achieve the above object, according to a first example of the presentdisclosure, a power transmission unit is provided as follows. The powertransmission unit has a plurality of power split rotors that rotate inconjunction with each other to split power among a rotary electricapparatus, an internal combustion engine, and drive wheels. The powersplit rotors include a start rotor that supplies a start rotationalforce to the internal combustion engine, and a transmission rotor thatis separate from the start rotor and mechanically coupled to theinternal combustion engine. The power transmission unit includes: aspeed ratio varying section that makes variable a speed ratio, which isa ratio of a rotation speed of the drive wheels relative to a rotationspeed of the transmission rotor; a start power transmission regulatingsection that switches transmission and interruption of power from thestart rotor to the internal combustion engine; a transmission powertransmission regulating section that switches transmission andinterruption of power from the internal combustion engine to thetransmission rotor; a target speed setting section that sets a targetrotation speed of the internal combustion engine on a basis of requestedpower for the internal combustion engine when a start request of theinternal combustion engine arises; and a transmission start controlsection. The transmission start control section controls a rotationspeed of the internal combustion engine to the target rotation speed soas to output power of the internal combustion engine to the transmissionpower transmission regulating section after start of combustion controlof the internal combustion engine, and controls, by operating the speedratio varying section, an output side of the transmission powertransmission regulating section to a rotation speed of an input side ofthe transmission power transmission regulating section at a time whenthe rotation speed of the internal combustion engine becomes the targetrotation speed, the output side of the transmission power transmissionregulating section being coupled with the transmission rotor.

In the above first example, to output power of an internal combustionengine via a transmission power transmission regulating section,rotation speeds of an input side and output side of the transmissionpower transmission regulating section may be required to match. In caseof no power transmission by the transmission power transmissionregulating section, a rotation speed of the internal combustion enginemay be increased easily. Therefore, to start transmission of power ofthe internal combustion engine rapidly, a rotation speed of the internalcombustion engine is effectively increased to control a rotation speedof the input side of the transmission power transmission regulatingsection to that of its output side. However, in this case, the inventorshave found that vibration is apt to be caused as power transmission bythe transmission power transmission regulating section starts. In theabove configuration, in view of this disadvantage, a rotation speed ofan internal combustion engine is controlled to a target rotation speeddefined in response to requested power of the internal combustion engineand a rotation speed of the output side of a transmission powertransmission regulating section is controlled on the basis of the abovetarget rotational speed. As a result, the vibration may be preferablyavoided.

According to a second example of the present disclosure, a powertransmission unit is provided as follows. The power transmission unithas a plurality of power split rotors that rotate in conjunction witheach other to split power among a rotary electric apparatus, an internalcombustion engine, and drive wheels. The power split rotors include astart rotor that supplies a start rotational force to the internalcombustion engine, and a transmission rotor separate from the startrotor and mechanically coupled to the internal combustion engine. Thepower transmission unit includes: a speed ratio varying section thatvaries a speed ratio, which is a ratio of a rotation speed of the drivewheel relative to s a rotation speed of the transmission rotor; a startpower transmission regulating section that switches transmission andinterception of power from the start rotor to the internal combustionengine; and a transmission power transmission regulating section thatswitches transmission and interception of power from the internalcombustion engine to the transmission rotor. Herein, a low start set isprovided such that when a ratio of a rotation speed of the drive wheelsrelative to a rotation speed of the transmission rotor is lowered byincreasing the rotation speed of the transmission rotor using the speedratio varying section, a rotation speed of the start rotor increases.

In cases where with a start of the combustion control for the internalcombustion engine, the rotation speed of the output shaft rapidlyincreases, the rotation speed of the input side of the transmissionpower transmission regulating section may become equal to or greaterthan the rotation speed of the output side. In response thereto, in theabove configuration, in a process where the rotation speed of the startrotor is increased, the rotation speed of the transmission rotor isdesirably increased.

According to a third example of the present disclosure, a powertransmission unit is provided as follows. The power transmission unithas a plurality of power split rotors that rotate in conjunction witheach other to split power among a rotary electric apparatus, an internalcombustion engine, and drive wheels. The power split rotors include astart rotor that supplies a start rotational force to the internalcombustion engine, and a transmission rotor separate from the startrotor and mechanically coupled to the internal combustion engine. Thepower transmission unit includes: a speed ratio varying section thatmakes variable a speed ratio, which is a ratio of a rotation speed ofthe drive wheels relative to a rotation speed of the transmission rotor;a start power transmission regulating section that switches transmissionand interruption of power from the start rotor to the internalcombustion engine; and a transmission power transmission regulatingsection that switches transmission and interruption of power from theinternal combustion engine to the transmission rotor. Herein, a highstart set is provided such that when a ratio of a rotation speed of thedrive wheels relative to a rotation speed of the transmission rotor isheightened by decreasing the rotation speed of the transmission rotorusing the speed ratio varying section, a rotation speed of the startrotor increase.

When power of the internal combustion engine is outputted to atransmission rotor, a target rotation speed of the output side isdefined in response to requested power of the internal combustionengine. Accordingly, when a rotation speed of the output is higher thanthe target rotation speed before the start of the internal combustionengine, the rotation speed of the output side may be required to bedecreased. Suppose a case where a rotation speed of the transmissionrotor is higher than a rotation speed requested in power transmission ofthe internal combustion engine before a rotation speed of a start rotoris increased to start the internal combustion engine. In such a case, inthe above configuration, a rotation speed of the transmission rotordecreases by a process to increase a rotation speed of the start rotor.As a result, the rotation speed of the transmission rotor may becontrolled to a requested rotation speed.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features, and advantages of the presentdisclosure will become more apparent from the following detaileddescription made with reference to the accompanying drawings. In thedrawings:

FIG. 1 shows a system structure of a first embodiment;

FIGS. 2A, 2B, and 2C show power transmission when a vehicle starts inthe first embodiment;

FIG. 3 shows power transmission in an EV travel of the first embodiment;

FIGS. 4A, 4B, and 4C show power transmission at engine start of thefirst embodiment;

FIG. 5 shows power transmission at travel by an engine of the firstembodiment;

FIGS. 6A, 6B, and 6C show a speed ratio and transmission efficiency of apower transmission unit of the first embodiment;

FIG. 7 shows a setting of engine start in Mode 2 of the firstembodiment;

FIG. 8 shows a flowchart showing a procedure of engine start of thefirst embodiment;

FIGS. 9A, 9B, 9C show time charts showing engine start in Mode 2 of thefirst embodiment;

FIG. 10 shows a setting of engine start in Mode 1 of the firstembodiment;

FIGS. 11A and 11B show time charts showing engine start in Mode 1 of thefirst embodiment;

FIG. 12 shows a system structure of a second embodiment;

FIG. 13 shows a setting of engine start in Mode 2 of the secondembodiment;

FIGS. 14A and 14B show time charts showing engine start in Mode 2 of thesecond embodiment;

FIG. 15 shows a system structure of a third embodiment;

FIG. 16 shows a setting of engine start in Mode 1 of the thirdembodiment;

FIGS. 17A and 17B show time charts showing the engine start in Mode 1 ofthe third embodiment; and

FIG. 18 shows a system structure of a modification of each aboveembodiment.

DETAILED DESCRIPTION First Embodiment

Hereafter, a first embodiment of a power transmission unit of thepresent disclosure is described in reference to the appended drawings.

FIG. 1 shows a system structure of this embodiment.

A motor generator 10 shown is a three-phase alternating current motorand generator. As well as an internal combustion engine (engine 12), themotor generator 10 functions as a power generator to drive a vehicle. Onthe other hand, a power split mechanism 20 splits power among the motorgenerator 10, the engine 12, and drive wheels 14.

The power split mechanism 20 is formed of one planetary gear mechanism,and includes a sun gear S, a carrier C, and a ring gear R as power splitrotors. The planetary gear mechanism of this embodiment has a so-calleddouble pinion in which a rotation speed of the carrier C may be zerowhen signs of rotation speeds of the sun gear S and ring gear R are thesame.

A rotation shaft 10 a of the motor generator 10 is mechanically coupledto the ring gear R of the power split mechanism 20 via a gear G2, aclutch C1, and a gear G6. The ring gear R is mechanically coupled to thesun gear S via a continuously variable transmission (CVT 22), the clutchC1, and the gear G2. Accordingly, the motor generator 10 also ismechanically coupled to the sun gear S via the gear G6 and the CVT 22.That is, the motor generator 10 and the sun gear S have a path nothaving any other power split rotors forming the power split mechanism 20as a mechanical coupling path for rotation in conjunction with oneanother. The CVT 22 in this embodiment is assumed to be a mechanicalone. In detail, the CVT 22 is assumed to be a belt type one using ametal belt or a rubber belt. The gears G2 and G6 are each a device ormeans to change a ratio between rotation speeds of the input side andoutput side by a fixed ratio, and are a device or means (forward gear)not to reverse signs of rotation speeds of the input side and outputside. Further, the clutch C1 is an electronically-controlled engagementdevice or means that is hydraulically driven to switch an engaged stateand disengaged state between the input side and output side. The inputside and output side signify an input side of energy and an output sideof energy, respectively. This relationship is changeable.

The drive wheels 14 are mechanically coupled to the carrier C of thepower split mechanism 20. In detail, the drive wheels 14 aremechanically coupled to the carrier C via a gear G5 and a differentialgear 24. Here, the gear G5 is a device or means (counter gear) to changea ratio between rotation speeds of the input side and output side by afixed ratio and to reverse a sign of the rotation speed of the inputside.

The carrier C is mechanically coupled to the ring gear R of the powersplit mechanism 20 via the gear G2, the clutch C1, a clutch C2, and agear G4. Here, the gear G4 is a device or means (counter gear) to changea ratio between rotation speeds of the input side and output side by afixed ratio and to reverse a sign of the rotation speed of the inputside. The clutch C2 is an electronically-controlled engagement device ormeans which is hydraulically controlled to switch an engaged state anddisengaged state between the input side and output side. Any one of theinput side and output side of the clutch C1 and any one of the inputside and output side of the clutch C2 are directly coupled to the sameone rotation shaft.

Further, a crankshaft (output shaft 12 a) of the engine 12 ismechanically coupled to the ring gear R via the clutch C3 and theone-way bearing 26. The one-way bearing 26 is a one-way transmissionmechanism to transmit power when a relative rotation speed of the inputside (the side coupled with the ring gear R, or the ring gear side) tothe output side (the side coupled with the output shaft 12 a, or theoutput shaft side) is not negative. In other words, unless the rotationspeed of the output side is greater than that of the input side, theoutput side follows the input side. On the other hand, the clutch C3 isan electronically-controlled engagement device or means which ishydraulically driven to switch the engaged state and disengaged statebetween the input side and output side. In detail, the clutch C3 uses anormally open type in this embodiment.

The sun gear S is connectable to the output shaft 12 a of the engine 12via a one-way bearing 28. Here, the one-way bearing 28 is a one-waytransmission mechanism to transmit power when a relative rotation speedof its input side (side coupled with the output shaft 12 a, or outputshaft side) to output side (side coupled with the sun gear S, or sungear side) is not negative. In other words, unless a rotation speed ofthe output side is greater than that of the input side, the output sidefollows the input side.

The gears G2, G4, G5, and G6 each may be a device or means that havemultiple gears to change a ratio between rotation speeds of the inputside and output side by a fixed ratio.

A control apparatus 40 controls the above power transmission unit. Indetail, the control apparatus 40 controls power transmission byoperating the clutches C1, C2, and C3 and the CVT 22, a control amountof the engine 12, and a control amount of the motor generator 10 byoperating a power conversion circuit 42.

Especially, the control apparatus 40 achieves any one of Mode 1 in whichthe clutch C1 is in the engaged state and the clutch C2 is in thedisengaged state and Mode 2 in which the clutch C1 is in the disengagedstate and the clutch C2 is in the engaged state. Hereinafter, after theexplanation of the processing specific to the “Mode 1,” the processingspecific to “Mode 2” is explained. Next, the “switch from the Mode 1 toMode 2” is explained. Finally, the “detail of start of the engine 12” isexplained.

<Mode 1>

The start of a vehicle by the motor generator 10 of this embodiment isexplained in FIGS. 2A, 2B, and 2C. Here, FIG. 2A shows a powertransmission path at the start, and FIG. 2B shows a collinear diagram ofthe power split mechanism 20 at the start together with a rotation speedof the engine 12. In FIG. 2B, a negative direction of a rotation speedof the carrier C is defined as forward because the gear G5 is a countergear. In the collinear diagram, the arrows show directions of torque.

In this case as shown, the clutch C2 is in the disengaged state to makethe engine 12 idle. In this case, a rotation speed of the power splitrotor of the power split mechanism 20 is controlled by a rotation speedof the motor generator 10 and a gear ratio of the CVT 22. That is, inthe collinear diagram, a rotation speed of the sun gear S, a rotationspeed of the ring gear R, and a rotation speed of the carrier C arealigned. Therefore, a rotation speed of the sun gear S and a rotationspeed of the ring gear R are defined to uniquely define a rotation speedof the carrier C, which is the remaining rotor.

Here, in this embodiment, in Mode 1, as shown in FIG. 2C, signs of powerof the sun gear S and ring gear R, which form the power split mechanism20 and are rotors other than the carrier C, are different from oneanother to generate power circulation between the sun gear S and ringgear R. That is, the power outputted from the ring gear R flows into thesun gear S via a path including the gear G2, clutch C1, and CVT 22. Whenthe power circulation generates, a geared neutral state in which arotation speed of the drive wheels 14 is zero may be realized while themotor generator 10 is operating, and a sign of the rotation speed may bereversed. Especially when a rotation speed of the drive wheels 14 ismade very low, the torque supplied to the drive wheels 14 can be madehigh. As a result, high torque may be generated at the start by themotor generator 10 without enlargement of the motor generator 10. A signof power of each power split rotor is defined as positive when the powersplit rotor works toward the outside of the power split mechanism 20.

<Mode 2>

FIG. 3 shows a power transmission path in case of the so-called EVtravel to drive a vehicle only by the motor generator 10 in Mode 2.

As shown in this case, power is transmitted between the motor generator10 and drive wheels 14 via the gear G6, clutch C2, gear G4, and gear G5without being transmitted via the power split mechanism 20. Since thetorque of the carrier C, sun gear S, and ring gear R is in aproportional relationship, no torque is applied to the sun gear S andcarrier C when no toque is applied to the ring gear R.

In this case, since the power of the motor generator 10 is transmitteddirectly to the drive wheels 14 without being transmitted via the CVT22, power losses may be reduced.

FIG. 4A shows a transmission power path at start of the engine 12 inMode 2, and FIG. 4B shows a collinear diagram in that case.

As shown, the clutch C3 is engaged to enable torque transmission via thepower split mechanism 20. That is, the power of the start rotor (ringgear R) for starting the engine 12 is transmitted to the output shaft 12a of the engine 12 by the one-way bearing 26. FIG. 4C shows a sign ofeach rotor of the power split mechanism 20. As shown, in this case,signs of power of the sun gear S and carrier C are different from oneanother to generate power circulation between the sun gear S and carrierC. That is, the power outputted from the sun gear S flows into thecarrier C. As a result, even when an absolute value of the output sideof the motor generator 10 or drive wheels 14 is not zero, the power ofthe ring gear R may be zero or very low, and an absolute value of thepower of the ring gear R may be small. As a result, even when the clutchC3 is engaged in a state in which the output shaft 12 a of the engine 12is stopped, a rotational speed difference of the input side to outputside of the one-way bearing 26 may be made very small. As a result,vibration of the power split mechanism 20 due to a switch of the clutchC3 to the engaged state may be preferably reduced.

It is preferable that the clutch C3 is engaged when a rotation speed ofthe engine 12 is equal to or below the minimum rotation speed for stablyoperating the engine 12. In other cases, combustion control may bestarted in the engine 12 during rotation.

FIG. 5 shows a transmission power path at the time of vehicle travel bythe engine 12 in Mode 2.

As shown, a rotation speed of the engine 12 increases and a rotationspeed of the input side of the one-way bearing 28 becomes a rotationspeed of its output side to output the driving force of the engine 12 tothe output side of the one-way bearing 28 via the one-way bearing 28.However, the clutch C3 is disengaged to transmit power between the motorgenerator 10 and engine 12 and the drive wheels 14 without the powersplit mechanism 20. Here, the output of the engine 12 is transmitted tothe drive wheels 14 after a rotation speed of the engine 12 is changedby the CVT 22.

The motor generator 10 may not be necessarily operated as an electricmotor during travel by the engine 12, but may be operated, for example,as a generator. Instead, the motor generator 10 may be stopped and thusunloaded.

<Switch from Mode 1 to Mode 2>

FIG. 6A shows a relationship between a total speed ratio (i.e., a totalrotation speed varying ratio) from the engine 12 to drive wheels 14 anda gear ratio of the CVT 22. FIG. 6B a relationship between a total speedratio from the motor generator 10 to drive wheels 14 and a gear ratio ofthe CVT 22. Here, a total speed ratio from a (input side or upstreamside) to b (output side or downstream side) is “(rotation speed ofb)/(rotation speed of a),” and is an inverse of the gear ratio. In otherwords, the total speed ratio is a ratio of the rotation speed of brelative to the rotation speed of a.

As shown, in Mode 1, a gear ratio of the CVT 22 may be continuouslyvaried to change the drive wheels 14 from reverse drive (back) to highspeed drive via zero speed. Then, at a predetermined gear ratio, Mode 1is switched to Mode 2. As a result, a variable range of the total speedratio for the engine 12 is expandable.

That is, as shown in FIG. 6A, the total speed ratio from the engine 12to the drive wheels 14 may be increased by changing the gear ratio ofthe CVT 22 in Mode 1. Then, the total speed ratio can be furtherincreased by switching Mode 1 to Mode 2 at a mode switch point P andswitching (turnover) a direction of change of the gear ratio of the CVT22 oppositely.

This setting is realized by a setting in which a sign of a direction ofa change of the total speed ratio relative to a change of the gear ratioof the CVT 22 is reversed between Mode 1 and Mode 2. The condition forthe setting is that a sign of a derivative value by the gear ratio ofthe CVT 22 in a function in which the gear ratio of the CVT 22 is anindependent variable and the total speed ratio is a dependent variableis reversed between Mode 1 and Mode 2. The device or means to realizethis condition is the gear G2, G4, and G5. In detail, in accordance witha sign of a product of their ratios, it is determined whether theturnover is possible. As shown in FIG. 6B, the total speed ratio fromthe motor generator 10 to the drive wheels 14 does not change in Mode 2.This is because the drive wheels 14 and the motor generator 10 aredirectly coupled in Mode 2.

As mentioned above, in this embodiment, since the variable range of thetotal speed ratio is expandable by switching Mode 1 and Mode 2, the CVT22 may be made compact. Further, in Mode 2, since power circulation doesnot arise fundamentally, a power transmission efficiency, which is aratio between input energy and output energy, may be higher than that inthe case where only Mode 1 is executed. FIG. 6C shows a relationshipbetween the total speed ratio and transmission efficiency for the engine12. As shown, a range where the transmission efficiency is very low ispresent in Mode 1, but the transmission efficiency is high in Mode 2. InFIG. 6C, the transmission efficiency in Mode 1 just before switch toMode 2 is higher than the transmission efficiency in Mode 2. This doesnot signify that the transmission efficiency in the case where only Mode1 is executed may be higher than that in the case where Mode 1 isswitched to Mode 2.

Thus, in this embodiment, in Mode 1, since the torque applied to thedrive wheels 14 may be great while the transmission efficiency is low,the motor generator 10 may be made compact. Then, advantageously, Mode 1may be switched to Mode 2 in the range where a rotation speed of thedrive wheels 14 is a predetermined value or over to increase thetransmission efficiency and to expand the variable range of the totalspeed ratio. In Mode 2, the power split mechanism 20 is unnecessary forthe power transmission to the drive wheels 14. By use of the ring gearR, which has been out of use, initial rotation may be applied to theengine 12. As a result, a device or means to start the engine 12 may bestructured by appropriating the component out of use in Mode 2.

<Detail of Engine Start>

As mentioned above, to start the engine 12 in Mode 2, the clutch C3 isengaged while the rotation speed of the ring gear R, which is the startrotor, is very low or zero, and then the rotation speed of the ring gearR is increased to increase the rotation speed of the output shaft 12 aof the engine 12. When a rotation speed of the engine 12 increasessuddenly at the start of combustion of the engine 12, the one-waybearing 28 is engaged suddenly. This may cause vibration on a vehicle.In this embodiment, as shown in FIG. 7, a rotation speed of the outputside of the one-way bearing 28 is set to be increased by increasing arotation speed of the ring gear R, which is the start rotor. In FIG. 7,as shown in FIG. 1, a rotation speed (start rotation speed Ns) of theinput side of the one-way bearing 26, a rotation speed (transmissionside rotation speed Ni) of the output side of the one-way bearing 28,and a rotation speed (output side rotation speed No) of the output sideof the gear G5 are used.

When a gear ratio of the CVT 22 is controlled to lower a ratio (No/Ni)of the output side rotation speed No relative to the transmission siderotation speed Ni by increasing the transmission side rotation speed Nirelative to the output side rotation speed No, the start rotation speedNs increases. Accordingly, after the clutch C3 is engaged, the totalspeed ratio (No/Ni), which is a ratio of the output side rotation speedNo relative to the transmission side rotation speed Ni, is lowered,thereby increasing a rotation speed of the engine 12. Therefore, when arotation speed of the engine 12 is increased, a relative rotation speedof the output side to input side of the one-way bearing 28 is easilyequal to or over an increase amount of rotations of the engine 12 at itscombustion start. That is, due to restriction by responsiveness of theCVT 22, a time taken to change a gear ratio of the CVT 22 is longer thana time taken to rapidly increase a rotation speed of the engine 12 atcombustion start of the engine 12. Therefore, in the setting in whichthe relative rotation speed of the output side to input side of theone-way bearing 28 is decreased by increasing the rotation speed of theengine 12, a gear ratio of the CVT 22 may be again changed oppositelybefore the combustion start after a rotation speed of the engine 12 isincreased.

Further in this embodiment, the vibration due to a start of combustionof the engine 12 is avoided certainly by the processing shown in FIG. 8.

FIG. 8 shows a procedure of start of the engine 12 of this embodiment.This processing is repeated, for example, by a predetermined period bythe control apparatus 40.

It is noted that a flowchart or the processing of the flowchart in thepresent application includes sections (also referred to as steps), eachof which is represented, for instance, as S10. Further, each section canbe divided into several sub-sections while several sections can becombined into a single section. Furthermore, each of thus configuredsections can be also referred to as a device, module, or means.

In this processing, first at S10, it is determined whether there is anengine start request. The engine start request arises when a chargingrate of a battery (not shown) falls and when requested power for avehicle calculated in response to acceleration by a user may not besatisfied only by the motor generator 10. When it is determined that thestart request arises, the total speed ratio is lowered to increase thestart rotation speed Ns at S12.

At S14, it is determined whether an AND of a condition (a) in which anengine rotation speed Ne is a threshold speed Nth or more and acondition (b) in which the transmission side rotation speed Ni is overthe engine rotation speed Ne by the threshold Δth or over is truth.Here, the condition (a) is set to determine whether the engine 12 maytransition to a state in which the engine 12 may operate by itself bycombustion start of the engine 12. The threshold speed Nth is set to avery low speed equal to or over the lowermost speed at which thetransition to the self-sustaining operation is assumed to be possible.On the other hand, the condition (b) is set to determine whether theone-way bearing 28 is engaged due to sudden increase of a rotation speedof the engine 12 caused by its start of combustion. Here, the thresholdΔth is set to a value by which a rotation speed of the input side of theone-way bearing 28 is assumed not to exceed that of its output side evendue to sudden increase in the engine rotation speed Ne at start ofcombustion of the engine 12. When, for example, it is difficult to makethe transmission side rotation speed Ni exceed the start rotation speedNs by the threshold Δth or over only by decreasing the total speedratio, the total speed ratio may continue to be further decreased whilethe clutch C3 is disengaged after the condition (a) is satisfied.

When a positive determination is made at S14, combustion control isstarted at S16. At S18, it is determined whether the engine 12 has beenstarted. When the engine 12 has been started, the target rotation speedNet of the engine 12 is calculated in response to requested power forthe engine 12 at S20. For example, among operating points formed fromthe torque and rotation speed of the engine 12, a rotation speedcorresponding to an operating point at which requested power for theengine 12 is satisfied and fuel consumption is minimum may be selected.

At S22, the engine rotation speed Ne and transmission side rotationspeed Ni are each fed back to the target rotational speed Net. Here, thetransmission side rotation speed Ni is controlled by operation of a gearratio of the CVT 22. The gear ratio of the CVT 22 is defined by a ratioof rotation speeds of both sides of the CVT 22, and is fed back inresponse to a detection value of each rotation speed of both sides ofthe CVT 22. As a result, in the structure in which no device or means tochange the speed ratio is present between the CVT 22 and one-way bearing28 as in this embodiment, a rotation speed of the output side of theone-way bearing 28 is controllable by a detection value of the rotationspeed of the output side of the one-way bearing 28 used to operate theCVT 22 as a direct control amount. As a result, a rotation speed of theinput side of the one-way bearing 28 may be controlled to the samerotation speed accurately.

When S22 is completed or when a negative determination is made at S10,this processing is once ended.

FIG. 9A and FIG. 9B show advantageous effect of this embodiment. FIG. 9Aand FIG. 9B do not accurately show the increase of a rotation speed ofthe output shaft 12 a at combustion start of the engine 12. This is toclearly describe a relationship between an increase of a rotation speedof the ring gear R, which is the start rotor, and a rotation speed ofthe sun gear S, which is the transmission rotor. That increase isachieved by operation of the CVT 22.

As shown, the engine rotation speed Ne is increased by increasing arotation speed of the start rotor by operation of the CVT 22. In thiscase, since the transmission side rotation speed Ni also increases, amargin may be provided between the target rotation speed Net andtransmission side rotation speed Ni. As a result, combustion control ofthe engine 12 may be started easily during a period where a rotationspeed of the start rotor is increased. FIGS. 9A, 9B, and 9C show anexample in which the combustion control is started while a rotationspeed of the start rotor increases. FIG. 9A shows an example in whichthe transmission side rotation speed Ni is decreased by increasing thetotal speed ratio after start of the combustion control.

Additionally, in this embodiment, the engine rotation speed Ne andtransmission side rotation speed Ni are both controlled to the targetrotational speed Net to transition the one-way bearing 28 to the engagedstate smoothly. On the other hand, FIG. 9C shows a case where theone-way bearing 28 is engaged by once controlling the engine rotationspeed Ne to the transmission side rotation speed Ni. In this case,sudden transition to the engaged state of the one-way bearing 28 tendsto be made, and vibration tends to be produced at the engagement.

In this embodiment, the same setting as above is made also in Mode 1 forstart of the engine 12. FIG. 10 shows the setting in Mode 1 of thisembodiment. As shown, Mode 1 also is set to increase the transmissionside rotation speed Ni relative to the output side rotation speed No sothat the start rotation speed Ns also increases. FIGS. 11A and 11B showthe engine start in Mode 1. In the example of FIGS. 11A, 11B, since arotation speed of the ring gear R, which is the start rotor, may not bezero in Mode 1 unless rotation speeds of the motor generator 10 anddrive wheels 14 are zero, a rotation speed of the engine 12 increases atcranking in a stepping manner. This shows that the engine 12 follows thering gear R after the engagement of the clutch C3 to rapidly increasethe engine rotation speed Ne to a rotation speed of the ring gear R.

According to this embodiment explained above in detail, the followingadvantageous effects are achieved.

(1) To engage the one-way bearing 28 after start of combustion controlof the engine 12, the engine rotation speed Ne is controlled to thetarget rotational speed Net, and a rotation speed of the transmissionrotor (sun gear S) is controlled to the target rotational speed Net byoperating the CVT 22. As a result, the one-way bearing 28 may be engagedsmoothly, and the vibration due to the engagement may be preferablyavoided.

(2) The low start set is provided such that when a ratio (No/Ni) of arotation speed (output side rotation speed No) of the drive wheels 14relative to the transmission side rotation speed Ni is lowered byincreasing the transmission side rotation speed Ni, the start rotationspeed Ns is increased. As a result, even when the engine rotation speedNe increases rapidly as the combustion of the engine 12 starts, a peakvalue of a rotation speed of the input side of the one-way bearing 28due to this rapid increase may be preferably prevented from exceeding arotation speed of the output side of the one-way bearing 28.

(3) The combustion control of the engine 12 is started during a periodwhere the transmission side rotation speed Ni is increased relative tothe output side rotation speed No. As a result, a speed differencebetween the engine rotation speed Ne and the transmission side rotationspeed Ni is securable just before the start of combustion of the engine12.

(4) Provided that a speed difference of the transmission side rotationspeed Ni, which is on the output side of the one-way bearing 28,relative to the engine rotation speed Ne, which is on the input side ofthe one-way bearing 28, becomes a predetermined speed or more, acombustion control of the engine 12 is started. As a result, a rotationspeed of the input side of the one-way bearing 28 may be certainlyprevented from being equal to or over a rotation speed of the outputside of the one-way bearing 28 at the start of combustion control of theengine 12.

(5) In Mode 2, under the situation where rotation speeds of the motorgenerator 10 and drive wheels 14 are not zero, a rotation speed of thering gear R, which is the start rotor, is set to be permitted to bezero, and when a start request for the engine 12 arises, a rotationspeed of the ring gear R is increased gradually from a rotation speed ofthe output shaft of the engine 12 by operating a gear ratio of the CVT22. Thus, the supply of power of the start rotor to the engine 12 may besmoothly started by permitting a geared neutral state of the ring gearR. In this case, by increasing a rotation speed of the engine 12, achange amount of the gear ratio of the CVT 22 tends to be large. Even inthis case, a rotation speed of the transmission rotor (sun gear S)increases. Accordingly, a speed difference between the engine rotationspeed Ne and the transmission side rotation speed Ni may be securedeasily.

Second Embodiment

Hereinafter, a second embodiment is explained concentrating on thedifferences from the first embodiment in reference to the drawings.

FIG. 12 shows a system structure of this embodiment. In FIG. 12, thecomponents corresponding to ones shown in FIG. 1 are indicated bysimilar reference numerals for convenience.

As shown, in this embodiment, a start rotor is the sun gear S, and atransmission rotor is the carrier C. The gears G3 and G5 are used tomechanically couple the ring gear R to the drive wheels 14. Here, inthis embodiment, the gears G2 to G5 are both counter gears, and the gearG6 is a forward gear.

With such a structure, in Mode 2, as shown in FIG. 13, the transmissionside rotation speed Ni is set to be decreased relative to the outputside rotation speed No to increase the start rotation speed Ns. In otherwords, the start rotation speed Ns is set to be increased by heighteningthe total speed ratio, which is a value obtained by dividing the outputside rotation speed No by the transmission side rotation speed Ni.

FIGS. 14A and 14B show an engine start of this embodiment. According tothis embodiment, as shown in FIG. 14A, even when the transmission siderotation speed Ni before the engine start is sufficiently higher thanthe engine rotation speed Ne and the target rotational speed Net of theengine 12, transition to the engaged state of the one-way bearing 28 maybe made quickly. FIG. 14 shows an example in which the combustioncontrol is started while a rotation speed of the start rotor increases.FIG. 14B shows an example in which the one-way bearing 28 is engaged byonce heightening and then lowering the total speed ratio in response tothe start of the engine 12. Unless the transmission side rotation speedNi before the start of the engine 12 is excessively high relative to thetarget rotational speed Net, a time taken to engage the one-way bearing28 does not become too long.

In this embodiment, a system in which the engine 12 is not started inMode 1 is assumed.

According to this embodiment described above, in addition to theadvantageous effects of the above (1) and (4) of the first embodiment,the following advantageous effects may be further obtained.

(6) A high start set is provided such that when a ratio of a rotationspeed (output side rotation speed No) of the drive wheels 14 relative tothe transmission side rotation speed Ni is heightened by decreasing thetransmission side rotation speed Ni. As a result, a time taken to engagethe one-way bearing 28 may be shortened after the start of the engine12.

(7) The combustion control of the engine 12 is started during a periodwhere the transmission side rotation speed Ni is decreased relative tothe output side rotation speed No. As a result, after the start of theengine 12, a time taken to engage the one-way bearing 28 may be furthershortened.

Third Embodiment

Hereafter, a third embodiment is described in reference to the drawings,concentrating on the differences from the first embodiment.

FIG. 15 shows a system structure of this embodiment. In FIG. 15,components corresponding to ones shown in FIG. 12 are indicted by thesimilar reference numerals for convenience.

In this embodiment, the counter gear (gear G2) is provided between thering gear R and the clutch C3. In such a structure, the low start is setin Mode 2; the high start is set in Mode 1 as shown in FIG. 16.

FIGS. 17A and 17B show an engine start in Mode 1 of this embodiment.

Another Embodiment

The above-mentioned embodiments may be modified and implemented asfollows.

<Transmission Start Control Section>

A structure without this section also is possible. That is, for example,even when the control is made to designate the output side rotationspeed of the one-way bearing 28 as the target rotation speed,advantageous effect by the low start set and low start set may beobtained when the low start and high start are set. The transmissionstart control section may also be referred to as a transmission startcontrol device or means.

<Target Speed Setting Section>

In the above embodiments, a calculation of the target rotational speedNet is triggered by the completion of the start of the engine 12. Thetrigger is not limited to the completion of the start, but may be astart request of the engine 12, for example. The target speed settingsection may also be referred to as a target speed setting device ormeans.

<Low Start Control Section>

In the first embodiment, the combustion control of the engine 12 isstarted during a period in which the total speed change ratio is beinglowered. In addition, the combustion control of the engine 12 may bestarted before the total speed change ratio is heightened after beinglowered. The low start control section may be also referred to as a lowstart control device or means.

The low start control section is not limited to one in which thecombustion control is started on the condition that a relative speed ofthe output rotation speed (transmission side rotation speed Ni) of theone-way bearing 28 to the input side rotation speed (the engine rotationspeed Ne) of the one-way bearing 28 becomes a predetermined speed ormore (not limited to one including a speed difference securing section,device, or means). Even when the condition is not satisfied, powertransmission shock via the one-way bearing 28 may be eased by startingthe combustion control, for example, in lowering the total speed ratio.

<Transmission Power Transmission Regulating Section>

A one-way transmission mechanism that transmits power to apply torque ofthe engine 12 to the drive wheels 14 on the condition that a relativerotation speed of the input side (the side coupled with the engine 12,or the engine side) to a rotation speed of the output side (thetransmission rotor side of the power split mechanism 20) is not negativeis not limited to the one-way bearing 28, but may be a one-way clutch.The mechanism is not limited to one in which the output side follows theinput side without slippage, but may be one in which power is appliedwhile slippage. The transmission power transmission regulating sectionmay be also referred to as a transmission power transmission regulatingdevice or means.

Further, a one-way transmission mechanism and anelectronically-controlled clutch may be used together.

The transmission power transmission regulating section is not limited toone including the one-way transmission mechanism. For example, thetransmission power transmission regulating section may include only theelectronically-controlled clutch instead of the one-way transmissionmechanism. Even in this case, to match rotation speeds of rotors on bothsides of the clutch, the transmission power transmission regulatingsection effectively include a section, device, or means (transmissionstart control section, device, or means) to control the rotation speedsto the target rotational speed Net of the engine 12. To relieve thecondition relating to a rotation speed of the transmission rotor at thecombustion start of the engine 12, it is effective to provide the lowstart set and the low start control section, device, or means. Further,to engage the clutch quickly after the combustion start of the engine12, it is effective to provide the high start set and a high startcontrol section, device, or means.

<Start Power Transmission Regulating Section>

A start power transmission regulating section that switches transmissionand interruption of torque between the engine 12 and the start rotor ofthe power split mechanism 20 to start the engine 12 is not limited toone including the clutch C3 and one-way bearing 26. For example, thestart power transmission regulating section may include only the clutchC3. In this case, for example, when the clutch C3 is disengaged beforethe combustion start of the engine 12 after an initial rotation isapplied to the output shaft 12 a of the engine 12, the torque suddenlyincreasing at the combustion start in the engine 12 may be preferablyprevented from being transmitted to the power split mechanism 20. Forexample, the start power transmission regulating section, device, ormeans may include only the one-way bearing 26. The start powertransmission regulating section may be also referred to as a start powertransmission regulating device or means.

The clutch C3 may be provided on the input side of the one-way bearing26.

Further, the one-way transmission mechanism that transmits power on acondition that a relative rotation speed of the start rotor side (inputside) of the power split mechanism 20 to the output shaft 12 a (outputside) of the engine 12 is not negative is not limited to the one-waybearing 26, but may be, for example, a one-way clutch. The one-waytransmission mechanism is not limited to one in which the output sidefollows the input side without slippage, but may be one in which poweris supplied while slippage.

An interruption section, device, or means that interrupts powertransmission via the path via which power is transmitted from the powersplit mechanism 20 to the output shaft 12 a of the engine 12 to startthe engine 12 is not limited to the normally-open clutch C3, but may bea normally-closed clutch.

<Speed Ratio Varying Section>

A mechanical continuously variable transmission is not limited to a belttype one, but may be a traction drive type one. The continuouslyvariable transmission is not limited to a mechanical one, but may be ahydraulic one. Further, instead of the continuously variabletransmission, a geared transmission may be used. The speed ratio varyingsection may be also referred to as a speed ratio varying device ormeans.

<Use of Power Circulation (Mode 1)>

Each above embodiment uses power circulation to switch a rotation speedof the drive wheels 14 among positive, zero, and negative while fixing asign of a rotation speed of a driving source (for example, the motorgenerator 10), but may not use the power circulation. For example, arotation speed of the drive wheels 14 when a sign of a rotation speed ofthe driving source remains constant may be limited to a range in onedirection from zero. In this case, a sign of a rotation speed of drivewheels 14 may be reversed by reversing the motor generator 10. Instead,a sign of a rotation speed of the drive wheels 14 may be reversed bychanging a mechanical coupling mode of the power split rotors and thedriving source and drive wheels 14 without reversing a sign of arotation speed of the motor generator 10.

Thus, the inventors have found that, when a sign of a rotation speed ofthe drive wheels 14 is not reversed by operating a gear ratio of the CVT22, a change amount of the total speed ratio relative to the operationof the gear ratio of the CVT 22 in Mode 1 may be made small to reduce awithstanding capability of the CVT 22.

<Power Split Mechanism>

The power split mechanism is not limited to one shown in each aboveembodiment. For example, in each above embodiment, the sun gear S,carrier C, and ring gear R may be replaced. Also in this case, a settingof a planetary gear mechanism and gears among the motor generator 10,engine 12, and drive wheels 14 achieves the same advantageous effect asin each above embodiment.

The power split mechanism is not limited to one including only oneplanetary gear mechanism, but may be one including two planetary gearmechanisms as described, for example, in Patent document 1.

<Power Split Rotors>

In the above embodiments, the planetary gear mechanism formed of thepower split rotors uses one having a so-called double pinion in which arotation speed of the carrier C may be zero when signs of rotationspeeds of the sun gear S and ring gear R are the same, but is notlimited to one having the double pinion. For example, the planetary gearmechanism may use a so-called single pinion one in which a rotationspeed of the carrier C may be zero when signs of a rotation speeds ofthe sun gear S and ring gear R are different from one another.

Instead of the power split rotors forming the planetary gear mechanism,ones forming a differential gear may be used.

[Alternatives]

In each above embodiment, in Mode 2, the motor generator 10 may transmitpower to the drive wheels 14 without transmitting power via the CVT 22,but another power transmission is possible. For example, as shown inFIG. 18, the rotation shaft 10 a of the motor generator 10 may bemechanically coupled between the one-way bearing 28 and the CVT 22 tocouple power of the motor generator 10 to the drive wheels 14 via theCVT 22 in Mode 2. In FIG. 18, the components similar to those shown inFIG. 1 are indicated by the similar reference numerals for convenience.

A structure of an alternative is not limited to one in which Mode 1 andMode 2 are switchable.

While the present disclosure has been described with reference topreferred embodiments thereof, it is to be understood that thedisclosure is not limited to the preferred embodiments andconstructions. The present disclosure is intended to cover variousmodification and equivalent arrangements. In addition, while the variouscombinations and configurations, which are preferred, other combinationsand configurations, including more, less or only a single element, arealso within the spirit and scope of the present disclosure.

What is claimed:
 1. A power transmission unit having a plurality ofpower split rotors that rotate in conjunction with each other to splitpower among a rotary electric apparatus, an internal combustion engine,and drive wheels, the power split rotors including: a start rotor thatsupplies a start rotational force to the internal combustion engine; anda transmission rotor separate from the start rotor and mechanicallycoupled to the internal combustion engine, the power transmission unitcomprising: a speed ratio varying device that makes variable a speedratio, which is a ratio of a rotation speed of the drive wheels relativeto a rotation speed of the transmission rotor; a start powertransmission regulating device that switches transmission andinterruption of power from the start rotor to the internal combustionengine; and a transmission power transmission regulating device thatswitches transmission and interruption of power from the internalcombustion engine to the transmission rotor, wherein a high startsetting is provided such that when a ratio of a rotation speed of thedrive wheels relative to a rotation speed of the transmission rotor isheightened by decreasing the rotation speed of the transmission rotorusing the speed ratio varying device, a rotation speed of the startrotor increases.
 2. The power transmission unit according to claim 1,further comprising: a controller configured to start combustion controlof the internal combustion engine during a period where the rotationspeed of the transmission rotor is decreased relative to the rotationspeed of the drive wheels using the speed ratio varying device.
 3. Thepower transmission unit according to claim 1, wherein: the transmissionpower transmission regulating device includes a one-way transmissionmechanism that outputs power of an input side of the one-waytransmission mechanism to an output side of the one-way transmissionmechanism on a condition that a relative rotation speed of the inputside to the output side is not negative, the input side being a sidecoupled with the internal combustion engine, the output side of theone-way transmission mechanism being a side coupled with thetransmission rotor.
 4. The power transmission unit according to claim 1,wherein: the rotation speed of the start rotor is enabled to be set tobe zero on a condition that rotation speeds of the rotary electricapparatus and a driving shaft are other than zero, the powertransmission unit further comprising: a controller configured togradually increase the rotation speed of the start rotor from a rotationspeed of an output shaft of the internal combustion engine by operatingthe speed ratio varying device, when a start request of the internalengine arises.
 5. The power transmission unit according to claim 1,wherein: the power split rotors include a sun gear, a carrier, and aring gear, the sun gear, the carrier, and the ring gear forming aplanetary gear mechanism; and the speed ratio varying device is acontinuously variable transmission mechanically coupled to the planetarygear mechanism.